Internal-combustion engine



lNOV. 2o, 1923. 1,47%@

lLv J. MISURACA 1 INTERNAL COMBUSTION ENGIN Nov. 20 i923.

9W49g42 L. J. MISURACA INTERNAL coMBNsTloN ENGINE Filed Nov. 14, 1921 5 Sheets-Sheet 2 Nov. 20, 1923.

L.. J. MISURACA! INTERNAL COMBUSTION AENGINE Filed Nov. 14. 1921 5 Sheets-Sheet 5 Patented Nev. 2Q, 1123.

rN'rEnNAL-comausrronr ENGINE Application tiled. November le, 1921. Serial No. 514,9251..

To all 4whom t may concern:

Be it known that I, Louis J. Misuraca, a citizen of the United States, residing at Los Angeles, in the county of Los Angeles and State of California, have invented new and useful improvements in internal-Combustion Engines, of which the following is a specification.

rlhis invention relates to internal combustion engines; and more particularly to valve actions therefor. The invention re sides in the provision of electro-magnetilcally actuated valve mechanisms; particularly for internal combustion engines, but not necessarily 'limited to that kind ofengine. lt will be readily seen from the following descriptions that my valve mechanisms may be applied to other types of mechanisms as, for instance, steam engines, compressors, etc.; but, for the purpose of giving a clear explanation of the invention, the following specification and the accompanying drawings deal with such valve mechanisms as designed particularly' for and as applied to, an internal combustion engine.

I am aware that electro-magnetic valve actions have previously been applied to engines, and to internal combustion engines; therefore I do not make any broad claim to such application or combination; but my invention has numerous advantageous features and accomplishes numerous objects, most or all of which will be best understood trom the following detailed description of the specific mechanism herein referred to. However, it may -be well to remark preliminarily on some of the objects and features ot' the invention. One of these objects is to provide an electro-magnetic valve action that is eiiicient and accurate in its action simultaneous with compactness in oonstruction. It is also an object to provide such a mechanism in such form as to facilitate its removal from the engine, with which it cooperates, its dissection for purposes of repair or inspection, and also to provide one that is particularly adapted for the operation of valves situated in the heads of the cylinders. The reduction of trictional losses, and the reduction of vibration and noise, and of necessary lubrication, are also objects and accomplishments of the invention. I also provide for cooling of the vplicated parts; such as, sleeves, eccentrics,

valve action, and ll do this in a very simple and eicient manner. A further advantage of my valve mechanism, in comparison with the general valve mechanisms in use to-day, is its'freedom from a great number of comgears, cams, ush rods, levers, cam shafts, and 'their driving appurtenances, etc., and the substitution of a device with a minimum number of reciprocating or otherwise moving parts. 1n fact there is in essence only one moving part for each valve. This reduction 4of the number of moving parts correspondingly reduces wear and the necessity of lubrication and also the possibilities of broken members, etc.; and the simplicity of the device in general lends itself easily to standardization of most or all of its im portant component parts, making repairs and replacements a simple matter with the consumption of a, minimum amount of time and efort.

Other objects and corresponding accomplishments and features of the invention,

will be best understood when the invention itself is comprehended; and for the purpose of giving a full and comprehensive explanation of the invention I proceed to give a detailed and particularized description of that form of the invention as applied to an internal combustion engine, reference for this purpose being had to the accompanying drawings in which:

Fig. 1 is a side elevation of a typical form of engine equipped with my valve mechanism; Fig. 2 is an enlarged cross section taken as indicated by line 2 2 on Fig. 1; Fig. 3 is a section taken as indicated by line 3 3 on Fig. 2; Fig. 4 is a partial plan of the mechanism shown in the previously described figures; Fig. 5 is a section taken as indicated by line 5 5 on Fig. 3; Fig. 6 is a further enlarged section taken as indicated by line 6 6 on Fig. l; Fig. 7 is a detailed section taken as indicated by line 7 7 on Fig. 1; Fig. 8 is another detailed section taken as indicated by line 8 8 on Fig. 5; Fig. 9 is an enlarged section taken as indicated by line 9 9 on Fig. 1; Fig. 10 is a section taken on line 10-10 of Fig. 9; Fig. 11 is a detail section taken on line im@ 11-11 of Fig. 9 and Fig. 12 is a diagram showing typical electrical connections which may be used in the devicei In the drawings I have illustrated an internal combustion engine of six cylinders indicated at C. Each of these cylinders has a water jacket 9; and'eachcylinder is provided with two inlet valves I and two exhaust valves E. The spark plugs P of each cylinder are 'easily accessible and are horizontally located below each inlet valve, as will readily be seen from Figs. 1 and 2. The construction, arrangement and operation of all the inlet valves for the various cylinders, and all their electro-magnetic mechanisms, are the same; so likewise of all those parts appcrtaining to the exhaust valves; and, furthermore, the exhaust valve mechanism is very similar to the inlet valve mechanism. So, by explaining in detail ,rst a single inlet valve mechanism, the exhaust valve mechanism will then be readily understood with the aid of a short additional explanation; the method of operation of the whole valve mechanism will then be explained.

It will be noted first that each inlet valve has a valve stem that is composite; being made up of a part 10 that is immediately and integrally connectedI with the inlet valve itself; then a part 11 which is made of some non-magnetic material, as for instance, bronze, then a part 12 that is made of sott magnet iron, and lastly and uppermost a part 13 that is again made of non-magnetic material. These various parts are all forced and pinned together by pins 14. This valve stem slides through suitable guideways in a substantially vertical direction (it will be noted that the two sets of valve actuating mechanisms are set slightly olf the vertical' so as to place the valves close together and at the same time to allow room for a cooling water manifold 15 between their upper parts). In its lower part each valve stem slides in and is guided by a bushing 16 that is set in a sleeve 17 which is formed integrally with the valve cage casting 18. This valve cage casting 18 is formed in such a manner that it projects through the water jacket 9 and seats at 20 on the outer water jacket wall and also at 21 on lthe cylinder wall. The valve cage, or that part of it which is immediately adjacent the inlet valve I, is thus cooled by the water jacket 9. I prefer to make the passage, as shown at 22, through the valve cage, more or less in the form of a Venturi tube, so that the gases as they pass inwardly toward the cylinder are given an impetus toward the cylinder. The valve I seats upwardly against the lower end of the valve cage; and immediatel above the valve there is a chamber 23 that 1s at all times lled with combustible mixture; and in the periods between therinlet strokes of the piston this combustible mixture is heated and thoroughly vaporized in order to most completely vaportargata ize the combustible gases? entering the cylinder head at the time of the next intake stroke.

Mounted on the valve cage casting 18 there is a member 25 that I callthe solenoid base. This member is registered on casting 18 by means of pins 26. It has an upwardly extending integral sleeve 27 that vforms the guide bearing for the upper part of the valve stem. It is made of non-ma etic material, say, preferably of bronze. ated and pressed upon the base 25 and centered around the extension 27 are two solenoid windings 30 and 31. The sleeve '27 may be of any suitable .exterior configuration; I have shown it square and have shown the solenoid as being square. Each winding is encased first in am insulating covering 32, for instance, of hard rubber; and, the two thus encased windings being spaced apart by a suitable non-magnetic spacer 33a, both windings are then encased in a common water-tight casing, as shown at 34. rlhis casing is preferably of copper or some other good conductor of heat. Outside the thus encased solenoids there is a water jacketingr casing 35 that is spaced sutliciently from the solenoids to allow water to'pass completely around the solenoids. This casing seats, as shown in the drawings at 36, on the base 25. A* single casing 25 encloses both sets of solenoids for the two intake valves of a cylinder and is held in place by the long stud bolt 37 shown in Figs. 3 and It, the lower end of which screws into the cylinder casting and that bears down on the upper end of the water jacket 35. The pressure exerted by the said stud 37 in holding the said water jacket 35 in place also holds all the other component parts in place seeing that the water jacket seats upon the base' 25, the base 25 seats on valve cage casting 18 and the valve cage casting seats on the cylinder head. The water jacket 35 is iitted accurately upon the base 25,-ancl the base 25 is accurately registered by the pins 26 on the valve cage; so that 'the parts are all held in proper alignment. In order to further assure alignment and to obivate any possible vibration-in other words to insure solidity of the whole construction-the upper-end of sleeve 27, on which the solenoids are rigidly mounted, is also held in' position by a centering boss 35e on the upper part of water jacket 35. A conical gasket member a() is interposed in order to make a firm joint between the sleeve 27 and the water jacket, so that cooling water cannot nd access to the interior of sleeve 27. Thus the single stud bolt 37 holds in place all of the parts of a complete valve mechanism as explained. rllhe removal of the stud 37 allows all the parts to be easily moved and easily separated from each other.

The downward or opening movement of lill) alsv the valve stem is limited by the adjustable nuts 41 at the upper end of the valve stem, which seats on a Shoulder 42- in the water jacket casting (this water jacket is preferably of cast aluminum). A cover cap 4:3 excludes dust anddirt from the valve stem.

In the intake valve mechanism the upper solenoids 31 are substantially larger than the lower solenoids 30. The relation of the magnetic core 12 to these two windings is such that energization of the lower solenoid 30 tends to pull the core downward and open the valve; while energization of .the upper solenoid winding, or energization simultaneously of both solenoid windings,

tends to pull the core upward thus closing the valve. Both these windings are wound and connected in the same direction; so that they act magnetically with each other rather than opposite to each other; so that when both windings are energized, then they become in etect, a single solenoid tending to raise the valve stem. In operation, all the lower solenoids 30 I prefer to energize constantly; and upper solenoids 31 are energized at all times that the valve is desired to be closed and de-energized during the intake stroke of the piston. Tt requires only a comparatively lightl pull to openthe inlet valve, and therefore the smaller winding is used for that purpose; while at the same time it is desirable to close the inlet valve tightly.l and therefore the effect of both windings is used for that purpose.

The exhaust mechanism is substantially the same as the intake mechanism; and the same numerals are applied to the details of the exhaust mechanism'as shown in Fig. 2, with the exception of the following 'particulars. 1 The valve cage casting 18 1s sub stantially the same as hereinbefore described for the intake mechanism and the mountings and the assembly of the' various parts are the same as described. Likewise, the valve cage is gdesigned with a venturi shaped chamber or tube 22a that is incorporated thereon to give the exhaust gases an impetus away from the cylinder rather than toward it, as compared with the intake mechanism. The lower magnetBOa of the exhaust mechanism I prefer to make the larger one; while the upper magnet 31a the smaller one. The magnetic core 12a of the exhaust valve stem is somewhat longer than the corresponding core of the inlet valve stem, and its position is a little different, so as to get the'proper relative position for the action of the eX- haust valve. The lower larger solenoid winding 30a I prefer to energize constantly, thus tending at all times to open the exhaust valve. The upper or smaller winding 31a is energized at all times that it is desired to keep the exhaust valve closed and is (le-energized only during the exhaust stroke of the piston. During the time that both -solenoid windings are energized, their full combined action tends to keep the exhaust valve closed tightly; while when the upper solenoid is de-energized and the'lower one is actin valve. Ienerally speaking, it theoretically requires more energy to open the exhaust valve than to open the inlet valve; and for that reason the lower solenoid windings of the exhaust valves are made the larger ones, in contradistinction to the inlet valve mechanism.

By placing the exhaust and inlet valve mechanisms slightly at an angle, I make provision for putting the water manifold 15 between them, and at the same time put the valves close together so as to utilize eiectively the whole head area ot the cylinder for valve openings. This water manifold 15 is bolted to all of the water jackets 35 and through this manifold the water may pass out to the radiator. The water enters the various water jackets 35 at the lower end around the said bolta37 as can be readily seen from an inspection of Fig. 3. Generally speaking, the electrical connections may be made to the various solenoid windings in any suitable manner.; but I have provided Va neat and eii'ectivelv means of making the electrical connections; and one that may be easily removed and as easily replaced, all without deteriorating the connections in the least. The connecting means are the same for the exhaust solenoids and for the inlet solenoids; a description of one will suffice. Along the side of the casings 35 I run a longitudinal insulating strip that carries. in this particular case, six electrical conductors 51, imbedded in it. Each one of these conductors carries the current for one pair of solenoids 31; and are arran d so that each extends only a distance 1n the body of the insulating strip 50 as far as the location of the solenoids for which they carry culrent. This is clearly illustrated in Fig. 4. At the distributor end of the engine the. conductors are. connected in the manner indicated in Figs. 9 and 10, by connectors and wires 56 to the distributor I) which is operated from the crank shaft ot' the engine by a suitable gearing, in this case a two-to-one gearing. The insulator strip 50 also carries a common circuit connector rod 57 which is a means of connecting all of the lower solenoids with a constant supply of current. This rod 57 is connected by-connector 58 and wire 59 constantly to the source of current. This source ot' current maybe of any suitable origin illustrated diagrammatically at B in Fig. 12.

One end of each solenoid winding 31. or 31a, as the case may be. is connected to om` ot the conductors 5l in the manner best shown in Figs. 4 andv 6. A copper connector piece 60 extends through the coverings alone, it then opens the exhaust lil() of the solenoid Winding and to this connector piece one end of the solenoid winding is soldered. This connector piece beds conically into a hard rubber insulative piece 61 that screws into and through the Wall of the water jacket 35. The conductor screw 62 extends through insulator 61 and into the conductor piece 60 and also extends.

through and its head bears upon the particular conductor 51 that so operates With'that articular solenoid or set of solenoids. The idead of the screw is insulated by the insulating sleeve 63 from contact with the other conductors 51 that extend on further to other solenoids A cap 64 covers the head of the screw and renders access to the screw a simple matter.

The other end of the winding of each solenoid 31 or 31a, as the case may be, is grounded on the Water jacket 35 in the manner shown in Fig. 7. Here a copper contact piece 65 extends through the casings of the solenoid and a screw 66 passes through the Wall of Water jacket 35 and grounds the copper contact piece to the Wall', the' -end of the Winding being soldered to the proper Contact piece.

One end of each of the lower solenoids 30- or 30a; as the case may be, is connected to the common circuit rod 57, that end of the winding ofthat solenoid being connected to a copper contact piece 70 that extends through the casings of the solenoid and is mounted in a hard rubber piece 7l, that insulates it and passes through the Water jacket Wall. A conductor screw 72 screws into the copper piece 70; and a connector 73 at the outer end of the screw connects with a wire 74 that extends up and connects by connector 7 5 with a screw 76 that connects with the conductor rod 57. The other end of solenoid Winding 30 or 30a, as the case may be, is ground onto a copper contact piece 80 that passes through the solenoid cases. and this copper conltact piece is grounded onto the ivater jacket Wall by a screw 81, the head of the screw being covered by a hard rubber cap 82.

Referring now more particularly to Fig. 12, l have shown therein -a diagram of a suitable sort of distributor. This distrib utor has 12 contacts, six for exhaust and six for the intake mechanism. From the source of current a wire 85 may. lead to the distributor arm 86. The distributor arm is shown in a position engaging contact Il, from which wire 536-14 leads to the intake solenoid 31 of cylinder No. 1. (Supposing the cylinders to be numbered in the order of firing.) This contact Il, is 3@ of a circumference in length. When the arm 86 leaves contact I1, then the corresponding intake valve will open. The corresponding exhaust Contact is shown at El inmate and it has a Wire 5611-1 that leads to the' exhaust solenoid 31a of cylinder No. 1. When arm 86 leaves this contact then the exhaust valve is open; and it will be seen that arm 86 leaves this eontact'one-fourth of a revolution of the distributor or one-half of a revolution of the engine shaft, before it leaves the inlet valve contact l1. Consequently, for this cylinder the exhaust valve` will be opened during the exhaust stroke of the piston which immediately precedes the intake stroke. vWithout the necessity of explaining in full detail the action for all of the cylinders, it Will be readily seen that the wires 56-1, .5e-ases, 56-4, 56-5, and 56-6, and the Wires 56af-1, 56a-2, and so on to 56w-6 (which are the wires leading to the intake and exhaust solenoids 31 and 31a, respectively, of the various cylinders numbered in their tiring order) are connected to segments of the distributor which are arranged in such a manner as to getvthe proper sequentialaction of the intake and exhaust solenoids for each of the cylinders.

It is further understood that provision canv be made for advancing or retarding the 0 ening and closing positions at times of t e `intake and exhaust valves in relation to the motor, according to speed, bysimply distributor in relation to the contact arm of the samemuch in the same Way as is common practice to-day inmotor ignition distributors in retarding or advancing the times of operation'of the spark plugs of the different cylinders, in relation to the operation of the engine. F or instance, this may be done by rotating the ca D-l of distributor`D, in any of the we knownmanners.

For convenience in making connections at the distributor end of the conductors 51, the insulator strip 50 is there set in a hard rubber or liber connector block that is mounted on a bracket 101; the strip 50 being held against the block by hard rubber screw blocks 102. The connectors 55 and 56 are mounted in block 100. Y

Having described a preferred form of my invention, ll claim:

1. A valve mechanism, embodying avalve cage, a valve co-operating therewith, a. steinv iam and a Water jacket for the magnet communieating with the cylinder water jacket.

3. A valve m'echanism for a Water jacketed cylinder, embodying a valve ca e adapted to seat on the cylinder and throug the water jacket, a valve and a stem projecting up through the cage, an electromagnet mounted on the cage and acting on the valve stem, and a water jacket for the magnet, the water jacket being mounted on the valve cage and also pressing'down on the m et to press it onto the cage, and a bolt to hold the water jacket down to the cylinder.

4. A valve mechanism, embodying a valve and stem, a pair of solenoids surrounding the stem and adapted to act singly thereon or jointly thereon, one of the solenoids when energized adapted to move the valve in one direction and the two solenoids by their joint action adapted to move the valve in the opposite direction.

5. A valve mechanism, embodying a valve andstem, the stem being composite and made up of, non-magnetic parts and a magnetic core, Aand a pair of solenoids arranged longitudinally adjacent each other around the stem in such relation to the core that the energization of one solenoid moves the core in one direction and the energization of both solenoids moves the core in the opposite direction.

6. A valve mechanism, embodyin a valve, electro-magnetic means to hold t e valve closed and electromagnetic means including said first mentioned means to open the valve.

7. A valve mechanism, embodying a valve and stem with a magnetic core, a pair of solenoids surrounding'the core, one of the solenoids having its center of pull below the center of the core and the joint center 'of pull of the two solenoids when both are energized being above the core.

8. In combination with a cylinder, a valve mechanism comprising two valve cages set on the cylinder close together, valves in said cages and valve stems projecting upwardly and outwardly from each other, valve actuating magnets on the cages acting on the stems, water jackets surrounding the magnets, said water jackets being spaced apart by virtue of the outward inclination of the valve stems and surrounding parts from each other, and a water connection manifold extending between and communicating with the water jackets.

9. A valve mechanism, comprising a valve, an electro-magnet adapted when merglzed to hold the valve in one position, another electro -magnet adapted when energized alon with the first mentioned magnet to act jointly with the first to hold the valve in another position; means to energize the first mentioned magnet constant y, and

means to energize the second mentioned magnet intermittent] l0. A valve mechanism, embodying a valve cage, a valve cooperating therewith, a valve stem projecting up through the cage, the interior of the cage immediately adjacent the valve being in Venturi-tube form; anv electro-magnet set on the valve cage and operating on the valve stem, a water jacket surrounding the magnet; and a single means for holding the cage, the magnet and the water jacket on an engine cylinder.

11. A valve mechanism, embodying a valve cage, a valve co-operating therewith, a valve stem projecting up `through the cage, the interior of thecage immediately adjacent the valve being in Venturi-tube form; an electro-magnet set on the valve cage and operatin on the valve stem, a water jacket surroun ing the magnet; the water jacket bearing on the magnet and the magnet bearing. on the valve cage; and a stud bolt pass` ing through the water jacket and secured to the cylinder on which the valve mechanism is mounted, for holding the whole valve mechanism in place.

12. In combination with an engine cylinder, a valve mechanism embodying a valve cage adapted to seat on the cylinder, a valve co-operating therewith, a valve operating electro-magnet mounted on the cage a jacket for the magnet surrounding it and bearing on it; and a bolt attached to the cylinder and bearing upon the. jacket to hold all the enumerated parts in place.

13. Ina valve mechanism for duplex valves, a single valve cage structure adapted to hold a pair of valves, a pair of valves in said cage, magnets one for each valve mounted on the cage side by side, and a single jacket covering the two magnets.

14. In a valve mechanism for duplex valves, a single valve cage structure adapted to hold a pair of valves, a pair of valves in said cage, magnets on`e for each valve mounted on the cage side by side, and a single jacket covering the two magnets, and bearing on the magnets; and asingle means for holding the jacket, and with it the magnets and cage, to an engine cylinder.

l5. ln a valve mechanism, the combination of a valve cage, a valve therein with a stem projecting u-p through the cage, a valve operating solenoid mounted on the cage and surrounding and acting directly on the valve stem. a part of the valve stem within the solenoid being magnetic and the remaining part within the solenoid being non-magnetic.

16. A valve mechanism for a Water jacketed cylinder; including a valve, an electromagnet actin to move the valve, and a water jacket or the magnet communicating with the cylinder water jacket.

llt-5 17. A valve mechanism for a Water jacketed cylinder, embodying a valve cage adapted to seat on the cylinder and through the water jacket, a valve and a stem projecting up through the cage, an electro-magnet mounted on the cage and acting on the valve stern, and a water jacket for the magnet, the valve cage having a communication through it leading from the cylinder jacket to and communicating with the magnet Water jacket.

18. A valve mechanism embodying a valve, a magnetic core operatively connected with the valve, and a pair of solenoids arranged ,around the core in such relation thereto that the energization oit one solenoid moves the core in one direction and the energization of both solenoids moves the core in the opposite direction.

19. A valve mechanism embodying a valve, a magnetic core operatively connected with the valve, a pair of solenoids surrounding the core, one of the solenoids having its center of pull at one side of the center of the core and the joint center of pull of the two solenoids when both are energized being to therother side of the center of the core.

20. In combination `with a cylinder, a valve mechanism comprising two valve cages set on the cylinder close together, valves in said cages and valve stems projecting upwardly and outwardly from each other, valve actuating magnets on the cages acting on the stems. Water jackets surroundingr the magnets, said water jackets being spaced apart by virtue ofthe outward inclination .of the valve stems and surrounding parts fiom each other, a Water connection manifold extending between and communicating with the Water jackets, the vcylinder having a water jacket, and communication through the valve cages from the cylinder Water jacket to the magnet Water jackets.

21. In combination with a Water jacketed engine cylinder, a valve cage, a valve, a valve operating electro-magnet mounted on the cage, a Water jacket 'for the magnet surrounding it and bearing on it, and a bolt connected to the cylinder and bear ing on the magnet jacket to hold the jacket and magnet in place.

22. In combination with an engine cylinder having a, valve cage and a valve with a stem projecting out of the cage, an electromagnet surrounding the valve stem and acting thereon to move the valve, the end of the valve stem projecting beyond the magnet, a Water jacket for the magnet making a Water tight connection `with the magnet at Lafrance and around the outer end of the valve stem, and adjustment' means on the end of the valve stem to vary the limit of its movement.

23. In combination with an engine cylinder having a valve cage and a valve with a stem projecting out ot the cage, a stationary sleeve surrounding the valve stem, a Solenoid surrounding the sleeve, the sleeve extending to the outer end of the solenoid and the valve stem extending beyond the end of the sleeve, 'and a water jacket for the solenoid making a water tight connection with the outer end of the sleeve.

24. In combination with an engine cylinder having a valve cage and a valve with a stem projecting out of the cage, a Stationary sleeve surrounding the valve stem, a solenoid surrounding the sleeve, the sleeve extending to the outer end of the solenoid and the valve stem extending beyond the end of the sleeve, and a water jacket for the solenoid making a watertight connection with the outer end of the sleeve. the sleeve having a flange at its inner end resting on the cage, the magnet water jacket bearing on said iange, and a bolt connected with the cylinder and bearing on the magnet jacket to hold the jacket,

sleeve and magnet in place.

25. In a valve actuating mechanism, a sleeve, a core movable inthe sleeve, a base flange at one end of the sleeve, an electromagnet Winding around lthe sleeve and resting on the base flange, the sleeve projecting beyond the winding at its other end, a packing ring surrounding the last mentioned end of the sleeve and bearing on the end of the winding, and a jacket surrounding the Winding and bearing on the base flange and on the packin ring.

26. n a valve actuating mechanism, an electro-magnet, a Waterproof covering for the magnet, a Water jacket surrounding the magnet, and an electrical connection to the magnet leading in through its covering and the Water jacket.

27. In a valve actuating mechanism, an electro-magnet, a Waterproof covering for the magnet, a water jacket surrounding the magnet, the jacket and covering having registering openings, an insulating bushing tting and making Water-tight connection in both openings, and an electrical connector to the magnet extending through the bushing.

In witness that I claim the foregoing I have hereunto subscribed my name this 7th day of November, 1921.

v LUIS J. MISURACA.

Witness:

VinGiNm BERINGER. 

